In the world of motorsport, Toyota JZ series engines are a legend forever inscribed in history. It's no joke, until now, many sports teams, both amateur and professional, use engines that were developed at the turn of the 80s and 90s. There are legends about the Jazeta, both in terms of endurance and indestructibility. And the wide distribution of motors made them very affordable. Even today, buying a JZ in Japan and tweaking it a little is probably the cheapest way to build an engine for sports car. Why the JZ series motors managed to become so popular, we tell in this article.

In the photo - 2JZ-GTE

History

The ancestor of the series, 1JZ-GE, appeared in 1990. An inline six with a volume of 2.5 liters gave out 180 "horses" and 235 Nm of torque(at 4800 rpm), had two camshafts, a timing belt drive, a cast iron block and an aluminum cylinder head. In 1995, the motor was slightly modified: the compression ratio increased, phase shifters appeared, and the cooling and ignition systems changed. Power increased to 200 HP With a slight modification, the engine was used on new cars until 2007. Atmospheric engine Toyota installed mainly on ordinary civilian cars, it provides a combination of high power and easy operation. The motor quickly became popular both in Japan itself and in the USA, where Toyota was actively exporting its products at that time.

For sports cars, the company has prepared another modification - 1JZ-GTE. They also put it on civilian models, but with a serious surcharge and only on expensive equipment. Its volume was the same as that of GE, moreover, the block itself did not fundamentally differ from the “aspirated” (the main difference is in more “powerful” pistons), the other was the cylinder head, but, of course, the main difference is the presence. It was provided by two CT12A compressors installed in parallel. For the turbocharged version, the compression ratio was slightly reduced, but still, even in the standard version, it was possible to achieve a solid increase in power - at the peak, the engine produced 280 hp, and the torque has grown to 363 Nm at 4800 rpm.

Even the first version of the motor was not bad, although it had some problems with overheating. But with them in the company quickly fought. In 1996, together with the aspirated, Toyota upgraded the "supercharged" version. The cylinder head underwent changes, the cooling and ignition systems were revised, stepless phase control was introduced, and two small turbines were replaced with one large one. The official power has not grown, but many mechanics believe that the engine has gone beyond 300 "horses", it was just that according to the then rules in Japan it was impossible to build more powerful engines. In any case, the torque increased after restyling, which had a positive effect on the dynamics. It was in this form that the 1JZ-GTE began to forge glory on the racetracks.

Everything would be fine, only the main competitor Toyota Nissan there was also a good sports engine RB26DETT with a capacity of 280 hp, 1JZ-GTE it was difficult to compete with it.

Toyota thought about it and showed the world 2JZ. Conceptually and constructively, it was very close to the 1JZ - all the same in-line six, cast-iron block, aluminum cylinder head, only the volume is 3 liters. Moreover, the diameter of the cylinders coincided with 1JZ, the volume was increased by increasing the piston stroke. The engine became "square" - the diameter and stroke were 86 mm each.

As in the case of the 1JZ, Toyota made two modifications of the “two” - 2JZ-GE and 2JZ-GTE. As you might guess, the first was atmospheric, and the second turbocharged. The first nameplate power was equal to 220 HP (maximum torque 304 Nm), the second 280-320 HP depending on the modification (the maximum moment was very solid 451 Nm). An attentive reader must have noticed that the 1JZ-GTE had the same 280 hp, why didn’t the larger unit get an increase? It happened, but, again, the Japanese market had a 280 hp limit for a long time. The fact that the engine can do more can be judged by the American market, where the motor was certified with 320-350 "horses".

On the photo 2JZ-GTE

The history of improvements of the “two” is completely identical to the “one” - in the mid-90s, both of its modifications received a modified cylinder head, phase shifters and new system ignition, this did not increase the power, but the torque has grown.

In 2000, both engines were modified, providing direct injection fuel. Engineers expected that the motors would become more economical, while maintaining the same power. But the design with high-pressure fuel pumps has become more capricious than the base engines, it has a strong dependence on fuel quality, access to spark plugs has deteriorated, and overall reliability has decreased. Yes, fuel consumption has decreased, which was to the liking of ordinary users, but tuning enthusiasts and "athletes" prefer conventional modifications as less problematic.

Motors in daily use

Depending on the configuration and the sales market, the first and second "jackets" were placed on Toyota Mark II, Toyota Progres, Toyota , Toyota Crown, Toyota Brevis, Toyota , Toyota Verossa and some models under Lexus brand. All engines were always installed longitudinally and were designed for the rear or four-wheel drive. The basic transmission was considered an automatic transmission, but a 5- or 6-speed manual could be installed on sports versions. Manual transmission, by the way, is not enough on civilian cars, according to many users, a 4-speed “automatic” cannot fully unlock the potential of the motor.

Most cars with JZ series engines in our country are right-hand drive cars from the Japanese market. For normal operation, models with atmospheric engines are most often chosen, they are cheaper and a little simpler. The resource of engines is great. If you regularly change the oil and service the engine, then before the banal replacement of the rings, the engine departs 300-350 thousand kilometers, and the time usually comes with runs of more than half a million.

According to the documentation, the engines should run on 95th gasoline, but in Russia many drivers use 92nd gasoline in aspirated engines without any problems. The main thing is that the fuel is of high quality. Motors tolerate low temperatures and mileage in our country well, although they cannot be called economical - even in a quiet driving mode, less than 10-11 liters in mixed modes does not work. And turbocharged versions, yes with active driving, easily eat 20 or more liters.

Tuning options

Motors of the 1JZ and 2JZ series have gained fame not only as serial units, but also as blanks for tuning projects. The secret is in the huge margin of safety that Japanese engineers put into the motors. Engines are tuned up to 1000 hp, while some parts remain from stock engines - amazing fact . Another engine that is capable of this, and do not remember. Due to the similar design, 1JZ and 2 JZ are tuned according to the same scheme, adjusted for different volumes. "Two" due to the additional 500 "cubes" is more powerful, but the motor itself is initially more expensive, so many projects are made on 1JZ - in terms of price / power ratio, this often turns out to be cheaper

Of course, not all options for tuning "jazzers" are mega-radical, but the owner of these motors always has a choice. There are turbo kits for atmospheric versions of engines, but tuning professionals say that this is not the most rational option. It is much cheaper and easier to buy a contract version of the GTE than to install the turbine on the “atmosphere”, so the main tuning masters prefer to work with the GTE initially.

Receive an increase of 50 "horses" you can simply increase the boost from 0.7 to 0.9 bar, replace the exhaust with a direct-flow one and install a more productive one. If you change the ECU, use a large intercooler and a large cooling radiator, you can increase the boost pressure to 1.1-1.2 bar, which will give the output 380-450 Horse power . At the same time, the turbine and engine elements can be left native, they will work to the limit of their capabilities, but with moderate use they will last a long time. By racing standards, of course.

Turbo kit HKS2835 on 1JZ GTE - 420 hp

To receive 500-600 HP from the "jazzets" you will already have to invest heavily in tuning. At the amateur level, few people reach this. We need other nozzles, a turbine, a gasoline pump, to further increase the performance of cooling radiators, to install "evil" camshafts. It would be nice to change the pistons and connecting rods, although for some time regular ones will be able to work at such power. The most ambitious projects reach up to 1000 hp, but there the volume of alterations turns out to be large, although the cylinder block is left as a native in any tuning - it can withstand even such an increase in power.

Installed turbo kit on 1JZ-GTE - 500 hp

The moderate price of the base motor, a wide range of tuning parts, the ability to vary the "depth" of improvements and a large design margin - these are all the secrets of the popularity of the 1JZ and 2JZ improvements. New motors have not been produced for a long time, but in Japan there are many contract options that are ready to serve for the benefit of motorsport.

"One and a half"

In the topic of tuning JZ engines, a kit is often used, which in the driver's environment will be nicknamed 1.5JZ. The motors of the first and second series are well unified, which allows for various manipulations between them. The most popular option is when a cylinder head from the first is placed on a three-liter block from the second JZ. The diameter of the combustion chambers is the same for them, oil and antifreeze channels will require a little refinement, but the volume of alterations is small.

Why bother with such a monster? For lovers of maximum overclocking, a three-liter block is preferable, it is easier to remove more power and torque from it. However, the cylinder head from 1JZ seems to many minders more durable and simpler. In addition, it is noticeably cheaper than the native 2JZ. For those who seek to meet a certain budget, this option is not without meaning.

Minuses

Even such popular and legendary motors have their drawbacks. Mechanics include:

1. Lack of hydraulic lifters. Both motors have valves that are regulated by washers. Adjustment is necessary every 80-100 thousand kilometers. It's not that the lack of " " affects power, but makes maintenance a little more laborious. For "athletes" this, of course, is not a problem, but for a stock motor, at least a small, but minus.

2. Weak timing belt tensioner. The belt resource is declared by the plant at the level of 100 thousand kilometers - not bad, but because of the tensioner, it can break earlier. Fortunately, all engines, except for versions with direct injection, are "non-plugged", when the belt breaks, the pistons and valves do not meet. But still, when problems occur due to the tensioner timing belt it is unpleasant.

3. Resource small for a motor. The water pump runs 150-200 thousand kilometers. For other cars, it’s very good, but for Jazet it is usually the first to fail.

4. Not very reliable. The situation is about the same as with the pump, this element is just a little less reliable than everything else. Due to the pump and viscous coupling, motors can overheat, especially during heavy loads.

5. Weak cooling of the sixth cylinder. The problem is more related to the atmospheric version of the 1JZ, especially before modifications. Here, the engineers simply did not really calculate the lines for heat removal and the last cylinder overheated in the constant load mode. On other versions, the problem is much less pronounced.

Instead of output

JZ series motors were lucky to be born at the right time. In the late 80s and early 90s, technology in the automotive industry was able to rise to a high level, and marketers had not yet taken over the world. Engineers have learned how to make very hardy and “indestructible” cars, but no one has yet told them that if the car falls apart after 100 thousand kilometers, the company will earn more money. The heyday of reliability was not only at Toyota at that time, many companies then created machines and units with a high resource, but even against their background, JZ engines stand out.

They were designed with a conservative approach and proven solutions in mind, but at the same time they used new technologies - four valves per cylinder, electronic injector, phase shifters. Even among the leaders of the auto world, then it was not mainstream. Plus, of course, initially a very successful design, in which there were almost no mistakes on the part of engineers. It would be developed further, but the motives and preferences in terms of car design in the 2000s became different. At the same time, JZ was given a lot of time: it's no joke 16 years on the assembly line.

Now there are no such engines. The formal successor became aluminum, lost its former resource and the former ability to tune. Modern motors Toyota is lighter, more economical and more environmentally friendly, but will 1,000 horses hold up? Doubtful. Fans of motors of the past era are left to roll out the resource of “jazzets”, since they have not ended yet.

JZ series of Toyota engines is a 6-cylinder engines with a direct arrangement of cylinders and a DOHC gas distribution system with 4 valves per cylinder. The JZ series succeeded the M series. The JZ engine was offered in two versions, 2.5L and 3.0L.

1JZ

1JZ engines were produced from 1990 to 2007 (last installed on the Toyota Mark II Wagon BLIT). The working volume of the cylinders is 2.5 liters (2492 cc). The cylinder diameter is 86 mm and the piston stroke is 71.5 mm. The gas distribution mechanism is driven by two toothed belts, the total number of valves is 24, i.e. 4 per cylinder.

Engine 1JZ-GE

1JZ-GE is not a turbocharged version of 1JZ. Engine power is 200 hp. at 6000 rpm and 250 Nm at 4000 rpm. The compression ratio is 10:1. It was equipped with a two-stage intake manifold. Like all engines of the JZ series, the 1JZ-GE is designed for longitudinal installation in rear-wheel drive vehicles. The engine was completed only with a 4-speed automatic.

Engine 1JZ-GTE

The 1JZ-GTE engine is a turbocharged version of the 1JZ. It was equipped with two CT12A turbochargers arranged in parallel. The physical compression ratio is 8.5:1. This refinement of the engine led to an increase in power by 80 hp. relative to the atmospheric 1JZ-GE and amounted to 280 hp. at 6200 rpm and 363 Nm at 4800 rpm. The cylinder diameter and piston stroke corresponds to the 1JZ-GE engine and is 86 mm and 71.5 mm, respectively. There is a certain probability that Yamaha took part in the development of the engine, namely the cylinder head, as evidenced by the corresponding inscriptions on some parts of the cylinder head. In 1991, the engine was installed on a new Toyota model Soarer GT.

There were several generations of 1JZ-GTE engines. In the first generation, there were problems with ceramic turbine disks, which had a tendency to delaminate into high revs engine and operating temperature. Another feature of the early 1JZ-GTEs was a one-way valve failure on the head, which led to the fact that some of the crankcase gases entered the intake manifold, which negatively affected engine power. On the exhaust manifold side, a fair amount of oil vapor enters the turbos, which in turn causes premature seal wear. All these shortcomings in the second generation of the engine were officially recognized by Toyota and the engine was recalled for revision, but only in Japan. The solution to the problem is simple - the PCV valve is replaced.

The third generation 1JZ-GTE was introduced to the market in 1996. This is still the same two and a half liter engine with a turbocharger, but with a proprietary architecture. BEAMS, which consists in a redesigned cylinder head, installing the latest VVT-i system at that time with a continuously variable valve timing, changing the cooling jacket for better cooling cylinders and new valve gaskets coated with titanium nitride for less cam friction camshafts. The turbo setup was changed from two CT12 turbines to one CT15B. The installation of the VVT-i system and a new cooling jacket made it possible to increase the physical compression ratio from 8.5:1 to 9:1. Despite the fact that the official engine power data has not changed, the torque has grown by 20 Nm to 379 Nm at 2400 rpm. These improvements resulted in a 10% increase in engine fuel efficiency.

• Toyota Chaser / Cresta / Mark II Tourer V (JZX81, JZX90, JZX100, JZX110)
• Toyota Soarer (JZZ30)
• Toyota Supra MK III (JZA70, Japan)
• Toyota Verossa
• Toyota Crown (JZS170)
• Toyota Mark II Blit

Engine 1JZ-FSE

In 2000, Toyota introduced the least recognized member of the 1JZ-FSE family with direct fuel injection. Toyota argues for the appearance of such engines with their higher environmental friendliness and fuel efficiency without loss of power relative to the base engines of the family.

The 2.5 liter 1JZ-FSE has the same block as the regular 1JZ-GE. The block head is the same. The intake system is designed in such a way that, under certain conditions, the engine runs on a very lean mixture of 20 to 40:1. In this connection, fuel consumption is reduced by 20% (according to Japanese studies in the mode of 10/15 km / h).

Power 1JZ-FSE with direct injection system D4 is 197 hp and 250 N m, 1JZ-FSE has always been equipped with automatic transmission gears.

The engine was installed on cars:

• Toyota Mark II
• Toyota Brevis
• Toyota Progres
• Toyota Verossa
• Toyota Crown
• Toyota Mark II Blit

2JZ

2JZ engines have been produced since 1997. The working volume of the cylinders of all modifications was 3 l (2997 cc). These were the most powerful engines in the JZ series. The cylinder diameter and piston stroke form the square of the engine and are 86 mm. The gas distribution mechanism is made according to the DOHC scheme with two camshafts and four valves per cylinder. Since 1997, the engines have been equipped with the VVT-i system.

Engine 2JZ-GE

The 2JZ-GE engine is the most common of all 2JZs. A three-liter "aspirated" develops 220 hp. at 5800-6000 rpm. Torque is 298 Nm at 4800 rpm.

The engine is equipped with sequential fuel injection. The cylinder block is made of cast iron and is combined with an aluminum cylinder head. On the first versions, a conventional DOHC gas distribution mechanism with four valves per cylinder was installed on it. In the second generation, the engine acquired a VVT-i variable valve timing system and a DIS ignition system with one coil per cylinder pair.

The engine was installed on cars:

• Toyota Altezza / Lexus IS 300
• Toyota Aristo / Lexus GS 300
• Toyota Crown/Toyota Crown Majesta
• Toyota Mark II
• Toyota Chaser
• Toyota Cresta
• Toyota Progres
• Toyota Soarer / Lexus SC 300
• Toyota Supra MK IV

Engine 2JZ-GTE

This is the most "charged" engine of the 2JZ series. It has six straight cylinders, two belt-driven camshafts from the crankshaft, two turbos with an intercooler. The engine block is made of cast iron, the cylinder head is aluminum and designed by TMC(Toyota Motor Corporation). The 2JZ-GTE was produced from 1991 to 2002 exclusively in Japan.

It was a response to Nissan's RB26DETT engine, which was successful in a number of championships such as the FIA ​​and N Touring Car.

The engine was arranged with two gearboxes: automatic for comfortable ride and sports.

• Automatic transmission 4-speed Toyota A341E
• Manual transmission 6-speed Toyota V160 and V161 developed jointly with Getrag.

Initially, this "charged" motor was installed on the Toyota Aristo V (JZS147), and then on the Toyota Supra RZ (JZA80).

When Toyota developed the 2JZ-GTE engine, the 2JZ-GE was taken as the basis. The main difference was the installation of a turbocharger with a side intercooler. The cylinder block, crankshaft and connecting rods were the same. There was a slight difference in the pistons: the 2JZ-GTE had a recess in the pistons to reduce the physical compression ratio and additional oil grooves for better cooling of the pistons. Unlike Aristo V and Suppra RZ, other connecting rods were installed on other car models, such as Aristo, Altezza, Mark II. As noted earlier in September 1997, the engine was finalized and equipped with a variable valve timing system VVT-i. This increased the power and torque of the 2JZ-GTE in all markets.

The installation of a twin turbocharger developed by Toyota in conjunction with Hitachi increased power over the base 2JZ-GE from 227 hp. up to 276 hp at 5600 rpm. On the first modifications, the torque was 435 N m. After upgrading in 1997 with the VVT-i system, the torque increased to 451 N m, and engine power, according to Toyota documentation, increased to 321 hp in the North American and European markets . at 5600 rpm.

For export, Toyota produced more than powerful version 2JZ-GTE, this was achieved by installing the latest turbochargers using stainless steel, against ceramic components designed for the Japanese market, as well as modified camshafts and injectors that produce a larger volume of fuel mixture per unit time (440 ml / min for the domestic Japanese market and 550 ml/min for export). For domestic market engines, two CT20 turbines were installed, and for the export version, CT12B. Mechanical various turbines allowed the interchangeability of the exhaust system on both engine options. There are several subtypes of CT20 turbines designed for the domestic market, which are supplemented by the suffixes A, B, R, for example CT20A.

The engine was installed on cars:

• Toyota Aristo JZS147 (Japan)
• Toyota Aristo V300 JZS161 (Japan)
• Toyota Supra RZ/Turbo JZA80

Engine 2JZ-FSE

Is the 2JZ-FSE engine equipped with direct fuel injection, similar to the 1JZ-FSE only with a larger displacement and higher compression ratio than the 1JZ-FSE? which is 11.3:1. In terms of power, it remained at the same level as its basic modification 2JZ-GE. Changed fuel consumption better side and improved emissions. It is worth noting that Toyota introduces direct injection engines to the market solely for environmental friendliness and fuel efficiency, because. in practice, the D4 does not provide any noticeable improvement in power performance. The 2JZ-FSE has an output of 217 hp and a maximum torque of 294 Nm. It is always mated to a 4-speed automatic transmission.

The engine was installed on cars:

• Toyota Brevis
• Toyota Progres
• Toyota Crown
• Toyota Crown Majesta

Toyota engine 1JZ-FSE/GE/GTE 2.5L

Toyota 1JZ engine specifications

Faults and engine repair 1JZ-FSE / GE / GTE

Among all Toyota engines, the JZ series has become one of the most famous, perhaps even the most famous, in large part due to its incredible penchant for tuning, but let's start at the beginning. The JZ family included two engines, the first was a working volume of 2.5 liters and was called 1JZ, the second was 3 liters. - .
Let's talk about the first representative, the successor to the engine and the main competitor RB25, - this is an in-line six, in a cast-iron cylinder block, two-shaft, with 4 valves per cylinder, the timing drive here is belt (the belt is replaced every 100 thousand km, and in the case breakage, the 1JZ valve does not bend, except for the FSE version), ACIS variable geometry intake manifold, since the 96th year the engine has been modified by the cylinder head, a system for changing the valve timing on the VVTi intake has appeared, the cooling system has been changed and more. There are no hydraulic compensators on the 1JZ, the valves are adjusted, if necessary, once every 100 thousand km, with shims.
Since 2003, the 1JZ-FSE has been superseded by the newer aluminum 4GR-FSE.

Toyota 1JZ engine modifications

1. 1JZ-FSE D4 - 1JZ engine with direct injection, compression ratio 11, power 200 hp. Produced from 2000 to 2007.
2. 1JZ-GE - the main naturally aspirated version of the 1JZ. The first version, produced until 1996, had a compression ratio of 10 and developed 180 hp, after which changes were made, VVTi appeared, the connecting rods changed, the cylinder head was improved, the degree rose to 10.5, the distributor in the ignition system was replaced with 3 ignition coils and etc. The power of the second generation 1JZ-GE has risen to 200 hp.
3. 1JZ-GTE - turbo version of 1JZ-GE on two CT12A turbines blowing 0.7 bar, replaced by SHPG, cylinder head was developed with the participation of Yamaha, standard camshafts on 1JZ are phase 224/228, lift 7.69 / 7.95 mm. In 1996, the engine was restyled, two turbines were changed to one ST-15B, VVTi was added, the compression ratio increased to 9, the power remained at the previous level (280 hp), but the moment grew from 363 Nm to 378 Nm.

Weaknesses 1JZ, malfunctions and their causes

1. 1JZ won't start. Usually the reason is flooded candles, twist and dry. If that doesn't work, replace the spark plugs. The 1JZ engine is afraid of washing and frost.
2. Troit motor. The main reason for tripping jets is described above, see also coils. If the engine is VVTi, check the VVTi valve.
3. Swim speed. Change the VVTi valve and you'll be fine. Other reasons for floating and lack of warm-up speed: idle speed sensor / valve, throttle. After flushing the latter, the motor will run like clockwork.
4. High fuel consumption on 1JZ. Check the oxygen sensor, basically, the reason is in the lambda probe. See also maf and filters.
5. Knocking in the engine. On engines with VVTi, the cracking is most likely caused by the VVTi clutch, their resource is not too long. In addition, unadjusted valves (few people regulate them) and connecting rod bearings can knock. Noise can also be created by the bearing of the belt tensioner of mounted units, in this case its replacement will save.
6. Zhor oil. High oil consumption on 1JZ is not surprising, because the mileage on your engine is most likely terrible. Decarbonizing is not very effective, it is better to immediately change the valve stem seals and rings, and even better and more efficiently, replace the motor with a contract one and not know the trouble.

Among other things, the pump does not live long on 1 jizet (as on many Toyotas), the viscous coupling does not live long, on the FSE versions there is a weak and rather expensive injection pump link, it runs about 80-100 thousand km. In spite of everything, all of the above problems are caused, rather, by the age of the internal combustion engine, the manner of operation, rather than the miscalculations of engineers. Nice, well maintained 1JZ, pWith normal maintenance, and the use of high-quality oil (5W-30), we simply do not kill and its resource easily exceeds 500,000 km.

Tuning engine Toyota 1JZ-FSE/GE/GTE

Turbo/Twin Turbo 1JZ

There is only one true way to increase power in tuning jets, naturally, this is supercharging. It makes no sense to try to convert 1JZ-GE into 1JZ-GTE, with the same crankshaft, the GTE block is distinguished by oil channels and oil injectors, in addition, fencing such a collective farm is a much more costly undertaking than simply buying and installing a Toyota 1JZ-GTE contract engine, their cost is not the same too big. If you are a terribly stubborn person, then you can get confused with shafts with a phase of 264 ... 272, porting the cylinder head, cold inlet, throttle valve from 1JZ-GTE, putting forward flow on a 2.5″ pipe ... in the end, you will still end up with a twin turbo-swap vogo 1JZ-GTE. It will not work to fully remake the 1JZ, the height of the 2JZ block differs by 14 mm and you will have to install short connecting rods, as a result we have increased loads on the connecting rods, cylinder walls, a tendency to oil burn and other joys, this is unacceptable for a powerful motor.

In general, we have 1JZ-GTE, for urban tuning, a regular boost is enough, so we put a Walbro 255 lph pump, throw out the catalyst and build an exhaust on a 3″ pipe, full exhaust, no narrowing, cold air intake, this will allow to increase the pressure on the standard ECU from 0 .7 bar to 0.9. Next, we buy a boost brain Blitz (or another), boost controller, blowoff, intercooler and blow 1.2 bar. Such a simple chip-exhaust-pump will allow you to increase the power by 100 hp, after which the standard nozzles and turbines end.
If the 1JZ-GTE engine still doesn’t work for you, then look further ...

Next, you need to order a turbo kit based on the Garrett GTX3076R turbine, a thick 3-row radiator, an oil cooler, a cold air intake, an 80 mm damper, a Walbro 400 lph pump, reinforced fuel hoses, 800 cc injectors, phase 264 shafts, 3.5 "exhaust pipe, set up on APEXI PowerFC or AEM Engine Management Systems. Such configurations provide up to 550-600 hp, automatic transmission on 1JZ, with such power, will definitely require amplification.
If this is not enough, then look for whales based on the Garrett GTX3582R, in the forging engine on reinforced Carrillo connecting rods, 1000 cc forces and blow up to 700-750 hp.
Up to 1000 HP 1JZ can be reached with the Garrett GT4202, but only a few do it ...
For an even greater increase in power, it is practiced to transfer the finished head, with everything related, to the 2JZ block, thereby obtaining a larger working volume, no unnecessary fuss, and a significantly increased power, such a motor is popularly called 1.5JZ.

Toyota JZ series engines are in-line six-cylinder gasoline automobile engines manufactured by Toyota, which replaced the M engines. All engines in the series have a DOHC gas distribution mechanism with 4 valves per cylinder, engine displacement: 2.5 and 3 liters. The engines are designed for longitudinal placement for use with rear-wheel drive or all-wheel drive transmission. Produced from 1990-2007. The GR line of V6 engines became the successor.

According to the Toyota labeling system, the designation of Toyota JZ engines is deciphered as follows: the first digit indicates the generation (1 - first generation, 2 - second generation), letters behind the number - JZ, the remaining letters - performance (G - DOHC gas distribution mechanism with wide "performance" phases, T - turbocharging, E - electronically controlled fuel injection).

The first naturally aspirated (1990-1995) 1JZ-GE produced 180 hp. (125 kW; 168 bhp) at 6"000 rpm and 235 Nm of torque at 4"800 rpm. After 1995, 1JZ-GE produced 200 hp. (147 kW; 197 bhp) at 6,000 rpm and 251 Nm of torque at 4,000 rpm. Compression ratio 10:1.

The first generation (until 1996) had distributor ignition, the second - coil (one coil for two spark plugs). In addition, the second generation was equipped with a variable valve timing system VVT-i, which allowed to smooth the torque curve and increase power by 20 hp. Like all JZ engines, the 1JZ-GE had a longitudinal arrangement on rear wheel drive vehicles. The engine in the standard was aggregated with a 4- or 5-speed automatic transmission, a manual box was not installed. As in the rest of the engines of the series, the timing mechanism is driven by a belt, the engine also had only one drive belt for attachments.

Features of 1jz:

Production: Tahara Plant

Engine brand: Toyota 1JZ

Release years: 1990-2007

Cylinder block material: cast iron

Power system: injector

Type: in-line

Number of cylinders: 6

Valves per cylinder: 4

Piston stroke, mm: 71.5

Cylinder diameter, mm: 86

Compression ratio: 8.5; nine; 10; 10.5; eleven

Engine capacity, cc: 2 "492

Engine power, hp / rpm: 170/6000; 200/6000; 280/6200; 280/6200

Torque, Nm / rpm: 235/4800; 251/4000; 363/4800; 379/2400

Fuel: gasoline, 95 octane

Environmental standards: ~Euro 2-3

Engine weight, kg: 207-217

Fuel consumption, l/100 km (for Supra III)

City: 15

Track: 9.8

Mixed cycle: 12.5

Oil consumption, gr./1000 km: up to 1000

Engine oil: 0W-30; 5W-20; 5W-30; 10W-30

The amount of oil in the engine, l: 4.8

Oil change interval, km: 10 "000

Engine operating temperature, deg.: 90

This engine was installed on the following cars: Toyota Mark II / Toyota Chaser / Toyota Cresta

Toyota Mark II Blit

In 1990, the Toyota concern began to use a new series of engines - JZ - on their cars. They became the replacement for the M-series, which many experts still consider the most successful in the history of this company. But progress does not stand still - new engines were conceived as more durable and reliable, in addition, they were supplied with a whole list of additional lotions designed to protect the planet's ecology from the harmful emissions of an ever-growing number of cars. Several years passed, and in 2000, an even more perfect creation appeared in this series, the 1JZ-FSE engine, operating on D-4 technology, that is, with high-pressure direct fuel injection, similar to how it happens in diesel units.

Of course, the gasoline engine does not receive any increase in power or increase in torque, but fuel economy and improved traction at low revs are guaranteed.

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But already in 2005, the company stopped producing 1JZ-FSE, and the last new cars equipped with it were sold in 2007.

Operation problems

If you strictly follow the instructions and take care of the machine, then there should not be any significant problems with it. But there are a few bad things:

• Poor availability of spark plugs (in order to somehow level this drawback, the manufacturers of the 1JZ-FSE 4d engine were forced to install "platinum" ones on the central cylinders);
• All mounted units have a common drive belt with a hydraulic tensioner, moreover, they are made in the USA, whose products are much inferior in durability to their native Japanese ones;
• High sensitivity to moisture ingress;
• In this engine, the plunger pair of the high-pressure pump can quickly fail due to significant differences in the composition of Russian and Japanese fuel, which is used to lubricate it.

The fact is that the lubricating properties of Japanese gasoline exceed that of Russian gasoline by more than eleven times due to the use of special additives. Therefore, the owners of cars equipped with a 1JZ-FSE high-pressure fuel pump engine quite often "get" to replace the pump (about $ 950) and injectors (about $ 350 each). These costs can be called a subscription fee for "managing a dream."

Specifications 1JZ-FSE

The main differences in the design of the unit from the engine with conventional injection

• The injection pump is capable of creating a working pressure of up to 120 bar, while the electric pump of the injection engine is only up to 3.5 bar.
• Vortex nozzles create fuel torches of various shapes - in power mode - conical, and when burning a lean mixture - narrow, shifted to the candle, despite the fact that throughout the rest of the volume of the combustion chamber, the mixture is super-lean. The torch is directed in such a way that the liquid fraction of the fuel does not fall on either the piston head or the cylinder walls.
• The bottom of the piston has a special shape and there is a special recess on it, thanks to which the air-fuel mixture is redirected to the spark plug.
• FSE engines use vertically directed intake channels that provide the formation of a so-called reverse vortex in the cylinder, which sends the air-fuel mixture towards the spark plug and improves cylinder air filling (in conventional engines, this vortex is directed the other way).
• The throttle valve is controlled indirectly, that is, the accelerator pedal does not pull the cable, its position is only fixed by the sensor. The damper changes position with the help of a drive from an electric motor.
• FSE engines emit a lot of NO, but this problem is solved by using storage type catalytic converters in combination with traditional three-way ones.

Resource

We can reliably speak only about the size of the resource before the overhaul, that is, until the moment when it becomes necessary to intervene, except of course, replacing the timing belts, in the mechanical part of mass-series engines. In most cases, this happens in the third hundred thousand kilometers (approximately 200,000 - 250,000). As a rule, it costs to replace stuck or worn piston rings and valve stem seals. This is not yet a major overhaul, the geometry of the cylinders and pistons relative to their walls, of course, is preserved.

Is it worth it to buy contract engines

Contract 1JZ-FSE from Toyota Verossa

It often happens that our compatriots take a contract engine for a Toyota car. Let's see what he is. Such units are not just used ones, but legally dismantled from a car of the same brand, after it was written off or got into an accident. It is in fully working condition, it just needs to be correctly installed and configured. By the way, such engines are supplied complete with all attachments, thanks to which its installation on a car of a new owner is quick and easy.

Usually abroad, cars that have been in an accident are written off due to the loss of their presentation, but inside there are quite a few well-preserved units and individual parts. In general, buying such an engine will cost much less than repairing a native one. In addition, not a small guarantee is given for contract parts, which further popularizes this type of sale.

What brand of car is installed

These units work for:

• progress;
• Brevis;
• crown;
• Verossa;
• Mark II, Mark II Blit.